Railway switch



V (NO MGdGL) 3 Sheets-Sheet 1.

J. L. HILL.

RAILWAY SWITCH.'

. i 5p Y. I ff/@9v N. PETERS. Phvin-Lilhngnphzf, Washingtnn. ILC.

` '(NO Model.) V s sheets-sheet 2.

J. L. HILL.

RAILWAY SWITGI-Ir No. 278,548. Pmented'May 29,1883.

N. Puma Pmmmhugnpher, washington. n. C.

(No Model.) 3 Sheets-Sheet J. `Lr-HILL.

RAILWAY SWITCH.

No. 278,548. Patented May 29,1883.

mig-@eww o l onesideor the other, will be steadily held in I UNITED STATES PATENT VOFFICE. l

JOHN L. HILL, oFj BROOKLYN, New YORK.

RAILWAYswITCI-l.

SPECIFICATION forming part of Letters Patent No. 278,548, dated May 29, 1883.

Application iiled September G, 1882. `(No model.) r

' lyn, in' the county of Kings and State ot' New York, have invented a new and useful Improvement in Railway-Switches, which im-v provement is fully `set forth in the following specification. Y

This invention has more particular reference to railway-switches that are operated by the passing train, but is, in part at least, applicable to railway-switches generally, and has `for its object to provide a switch that can be operated at a distance either by hand or from adevice on the locomotive or one of the cars of .the train, and which, when thrown either to that position until reversed by the proper means; y

In the present invention the shifting or `switch rails are supported on a'cap or plate that lits closely over one of' the cross-ties, and

` iscapable of lateral motion thereon. Thiscap,

'it additional steadiness.

and with it the switch-rails, is moved by a threearm lever pivoted between the rails. f From the` opposite arms ofthis lever run connecting-rods to` the arms ot' a` smilarlever, which is moved either by hand devices or by the train, as here inai'ter pointed out. These levers may be at any desired distance from` cach other. The front edge of the sliding cap. is turned down` ward in front ot' the tie on which it is s'upported, and is provided with double inclined `or cn rved slots, with the point downward,

through which pass bolts Vor pins into the tie. By this arrangement when the lever is operated tothrow the switch the cap has a vertical as well as a lateral movement, rising until the point or lowest portion of the slo't passes the pin, and then falling, the weight of the cap and rails from this point assisting the motion of the-switch `and causing it to move theentire distance to connect with-the permanent rails` With this contrivance` all .liability of the switch being opened bythe jarring of a Vpassing train is avoided. As the switch has trise in changing its position the additional weight of the train uponthe switch-rails gives When it is desired to operate the switch from the train the locomotive or a suitableicar i'sprovided witha double-inclinedshoe or plate, hereinafter more particularly described, which engages with stops on a sliding cap connected with one of` Tthe three-arm levers and throws it either to one side or the other, thereby imparting a pulling motion to one oftheconnecting-rods and Y operating the switch ata distant point through the second lever and sliding cap. y

In the accompanying drawings, which form a part of this specification, Figure 1. isa plan View of the improved switch mechanism 5 Figs. 2 and 3, detail views in cross-section and longitudinal vertical section, Fig. 3 showing the top plate covering thelever and securing-bolts, which are omitted from Fig. l; Fig. 4, a side view of the sliding cap, and Figs. 5and6de-` tail views in plan` and side elevation. Fig. 7

is a side View of a car-truclrlwith devices for operating the switch Fig. S, an end view of the same, partly in section 5 Fig. 9, ajplan with the platform of the'car removed; and Figs. 10 and l1, detail views in elevation and edge view of a mo'ditied form of the shoe or switch-V ope'rating device. Fig. 12 is a plan view of a modified form of the switch and car-truck with devices for operating the same; Figs. 13 and 14, detailviews, inside elevation, of a portiondof the switch mechanism; Fig. 15,- a plan viewof another form of switch mechanism, andFig. 16 a detail view of a nioditied form ot' the sliding cap carrying the switch-rails.

`The ends ofthe two tracks A and B are firmly fastened by the ordinary chairs and bolts to the tie, which is preferably plated at a. i The Inova-ble or switch rails U rest upon and are securely fastened to a sliding cap, D, which covers the top of the tie cl,titting closely to the plate a,and is turned over so as to have a depending plate, d', in front of the tie, and is also provided with a iiange, d2, which enters a groove in said tie. The tie dmay be madein two parts and bolted together, forming a compound tie. The cap D slides to the right or left, carrying the trackswith it, and thus connecting the rails U with At or B at will. In this respect the plate `Doperates as the mere bar, by which the tracks are held in switches of ordinary construction. The power i ICO the side of the 1tie through which the arm e of i,

i the tie and carried over to its new position.`

the lever may project and play freely from,

right to left. It is obvious that if this fore or longitudinal arm of the lever E shall move to the right'it will place the track C in connection with A. This lever E is moved directly by means of two connectingrods,ff. The design of using these two connecting-rods isv to avoid depending upon a movement by pushing on a rod, for, unless it is heavy and firmly braced at very shortintervals, (and even then at times,) it is liable to bend and disappoint the manipulator. To avoid this objection the power is exerted in the improved switch by pulling, and never depending upon a pushing movement. There will of course be a slight pushing movement on the other rod, but that is wholly incidental and is not counted as an auxiliary. Where it is desired to operate the switch from the engine .the power is communicated to these rods by the lever E', which may be placed near to or remote from the leverE, as circumstances or judgment may indicate. It is preferred tolocate the lever E so far from the lever E that the train might be brought to a full stop before reaching the switch in case of accident or any other 'misadvent'ure The front arm of the lever E explained in detail. It is obvious that if thisr sliding cap Dl shall be moved to the Aright or left the cap D, which is its complement, will receive and obey a corresponding impulse and place the tracks in position.

`In order to insure that the switch will be firmly held when placed, two or more slots, c c, are cut in the depending part d of the cap D, through each of which is passed a strong bolt, c', entirely through the tie. These slots may be cut in curved form, as indicated in Fig. 4, or in any form, so that it may present a doubleinclined plane, the point downward. The same result might be accomplished `by a notch cut in the lower edge of the side d and doubleinclined blocks c3, as in Fig. 16, or by a doubleinclined plane on the ties and sockets in the cap on the top, -or by other equivalent constructions.

Itis obvious that as the sliding cap D is moved from side to side it will be lifted from lt could thus be easily lifted from one to two inchesin slidin gthe width ofthetrack and chair, which holds the tracks A A and B B. When this cap C is thus changed its gravity, with that ofthe superincumbent rails, (at, say, from fifty-six to sixty pounds per lineal yard,) will hold it in position, and there will be no fear of displacement from the jarring or rebounding tendency excited by a passing train. The

' power communicated through the Iodsfj'in cross-arms of the lever are higher than the bearingsat its axis. The bolt-hole through the lever is slightly enlarged at the top, though closely fitting the bolt at the bottom, so that the first pull of the rod to shift the switch will slightly lift the joint of the fore or longitudinal arm, (see Figs. 1 and 2,) and so assist the cap D and switch-rails in their upward movement.

In case a curved slot is used in the side of C, its innerl line at each end may be slightly enlarged, so as to obtain a slightly-hooped effect. The bolts, too, might be sleeved or provided with rollers to lessen the friction. The bearing of the cap D when inv position should always be upon the tie and not upon the bolts This method of locking or holding the switch will ordinarily prove sufficient; but if additional precautions are necessary the connecting-rods fj" might be prolonged, or little bars-or bolts might be connected with the cross-arms of the lever E, which would be pushed alternately'through holes cut through the side of the cap D into the tie, thus effectually locking the switch in position.

In order to operate the switch automatically from the engine or one of the cars, the following construction is adopted: Upon the slide or cap D, connectedwith the lever E', are two,

upright projections, H H', which Vare preferably rollers or sleeves, turning ou pins securely fastened to the plate or cap. Power from the train is applied to one or the other of these projections, and the cap or slidevD moved either to the right or left. To move the slide the cam device orshoe shown'in Figs. 8, 9, and 10 is or may be employed. It

consists of two sections, F, pivoted to the un-V der side ofthe car-truck, and provided with interrneshing teeth, as shown. These sections may be moved either to the right orleft by IOO rod J, according to the direction in which the switch is to be shifted. In the position shown in Fig. l0 the sectors are turned so that the inclined or cani surface is on the right, and

, the edge striking projection H will throw the capD, and consequently the cap D, tothe right.

rl`o insurethat the shoe will always comei'n contact with the projection H or H', it is in-` ing tracks, `allows the shoe to be lifted andride over the obstacle.

IIO

IIS

ln order to diminish the shockwhere interl gidity is secured to the device when turned in 'theproperfpcsition to throw theswitch. The

sector Fis-providedwith plates a', extending slightly beyond the toothed part of` the sector this plan, in which the projectionson the sliding cap are placed outside of the track,.is shown in Fig. 15.' In this construction the projections H H' are raised a greater distance above the tiel-say to the height of six inches. The car-truck is provided with a cross bar or rod, K, supported in a sleeve, K', and movable i transversely by means of the toothed lever m izo and pinion n. At each end of the rod K is a cam-piece, k, by which the projections on sliding cap D' are engaged and the latter thrown to one side or the other, according to the position of the rod K.

In Figs. 12, 1,3, and 14 anothermodiiication of the switch-operating mechanism is shown. 0n each side of the rails G C'are double-inclined or cam plates or sectors PP', the two parts pp'of each being connected by cogged teeth at their adjacentjcnds. These plates are pivoted to the ties q, so that they have an upand-down motion, which is limited by pins p3, projecting from the tie through slots in the plates. To the pivots p2 of leversp'are secured cranks p4, to which are attached the connecting-rodsf f','leadingtothethree-armlever E, operating the switch. When the lever P is depressed, as in Fig. 12, the cranlrp1 imparts .i a pulling motion to the rodfand to the arm'e2 y of thelever E and throws the switch to the left. The same motionof the lever E pulls the rod j" in the opposite direction and raises the lever P', ready to `the switch.

Devices may be connected with the levers to operate the switch by hand. For operatingit from the train the following mechanism is or may be employed 0n the car-truck a b c d is supported `a. har or rod, K, movable longitudibe` acted upon to reverse l nally in a sleeve. K', and operated as in Fig.

15. Instead of thecam-blocks, however, a

wheel, o, is mounted loosely on each end of' this rod K, and, according as the rod is placed to the right or left, one or the other of the wheels o will come in contact with and depress the corresponding double-inclined lever, P or P', and throw the `switch to the` right or left, as desired. j

Some provision should be made for adapting the parts ofthe switch mechanism to different degrees of temperature. This may be done in part by running a screw-sleeve on the s connecting-rods ff,so 'that'they can be adjusted in very cold or warm weather, and by means of a slot cutin the plate L, upon which the lever E bears, so that the axis of lever E may move longitudinally very slightly.

AIt is obvious that parts of the invention could he used separately. For example, the switch-operating lmechanism described, comprising the sliding cap, triangular levers, and connecting-rods, could be used to operate the switch by hand, and may under-some circumstances be very advantageous for thatpurpose. For instance, where it is desired to operate a number of switches at a single point the connecting-rods ot' all the switches could be led to that point and suitable hand-operating mechanism attached to each, so that an operator could superintend a number of switches without moving from place to place.

It is obvious, moreover,that modifications other than those already described could be be adopted for causing the cap D and switchrails to rise and fall als the switch is thrown from one side to the other; and other devices for operating the switch from the train could be employed instead of those described.` i

I am-aware that heretofore switches have been devised to be operated from a train in which motion is conveyed to the switch-rails from a three-arm lever operated by .connectionrods, and this construction, broadly, is not claimed herein.

I am also aware`that shifting oi' the switchrails has heretofore been prevented hyforming in the switch-bar double-inclined notches, and providing the cross-tic with pins which engage said notches, and I therefore do not claim this construction, broadly, as part of my v.

invention. v

`/Vhat I do claim, however, and desire to secure by Letters Patent, is as follows l. The combination, in a railway-switch, of

the tw`ov three-arm levers, the rods connecting the lateral arms ofthe two levers, a slide connected with the forward arm of onelever and adapted to be moved from side-to side by the passing train, and a sliding cap carrying the switch-rails connected with and operated by the forward arm of the other lever, said'levers being separated a sufficient distance to permit ofthe stopping ot' a train bei'orethe switch is reached, should the latter fail to be properly operated, substantially as described.

`2. The combination, with the `switch-rails and their movable support, of a sliding `cap provided -with contact devices for receiving motion from a train, a three-arm lever operated directly by said sliding cap, and connection-rods `for transmitting the motionto the said switch-rails, substantially as described.

3The, combination, with the sliding cap supportingthe switchrails,fof a secondsliding cap adapted to operate said first-named cap through levers and connection-rods, as set forth, said second cap being provided with up- IIC) IIS

IZS

right pins or projections for receiving motion by contact with a suitable device on the locomotive or car truck, substantially as described. 4.-.The combination ot'jthe sliding cap sup porting the switch-rails, the three-arm lever for shifting said cap, the connecting-rods,a second lever attached to said rods, and a second sliding cap provided with devices, substantially as described, for receiving motion from a passing train, as set forth.

5. The combination, with a switch and connecting-rods for operating said switch,leading to a distant point, ot' a lever connected with said rods, a sliding cap for operating said lever, and upright pins or projections on said cap, adapted to be struck by a suitable. projection on the locomotive or car truck to shift said cap either to one side or the other, as desired, substantially as described.

6. The combination of the sliding` cap supporting the switch-rails, bolts or pins p'rojecting from the tie and engaging with inclined or curved slots or notches in said cap, or equivalent devices for causing vit to rise and fall in changing the switch, and the threearm or triv angular lever having its forward arm connected with said cap, so as to move the same, and its side arms connected with operatingrods, the ends of said side arms being raised slightly above the fulcrum or bearing of said lever, substantially as and for the purpose set forth.

7. The combination, with the sliding cap having a perpendicular face' provided withinclined or curved slots or notches, and the tie supporting the cap, provided with pins or bolts engaging with said slots or notches, ot' the iever connected with said cap and 'ulcrumed so the' car or locomotive, substantially' as described.

9. In combination with the switch devices for transmitting motion thereto, and the contact-pieces ou a. sliding cap controlling said switch, of the shoe'or operating device having double faces inclined both forward and backward, so as to impart a gradual motion to said cap through said contact-pieces in whichever direction the train may be moving, substantially as described.

10. The combination, with'the car-truck, of a shoe or switch'operating device, comprisingtwo sectors with inclined faces connected together by teeth, said shoe being supported by said truck between the wheels and held with yielding pressure below the level of the rails, substantially as described.

11. A switch-operating device or shoe supported under the car-truck and depressed at its middle part by a spring, so as to be capable of yieldingto ride over intersecting rails or other obstructions, substantially as described.

12. A switch-operating device or shoe supported under the car-truck, said shoe having -inclined or cam faces and an inclined under surface, and being held with yielding pressure below the surfacel ot' the rails, substantially as described.

13. The switch-operating device composed of two sectors with 'faces inclined both forward and backward, said sectors being geared together, substantially as described.

14. The combination, with a car-truck, of the switch-operating device, comprising two sectors with inclined faces, connected at their adjacent ends by cogged teeth, so that the motion of one is communicated to the other, and an operating-rod for setting said device, substantially as described.

15. The, combination, with the shoe, com-r the inner edge of one of said plates, substanp tially asv and for the purpose described.

In testimony whereot' I have `signed this specification in the presence of two'subscribing witnesses..

JOHN L. HILL.

Witnesses:

J. ANNrsE, E. H. COLE. 

